Train, and control method, control apparatus and vehicle on-board controller therefor

ABSTRACT

A control method for a train includes outputting an emergency brake instruction after detecting that a train control and management system is faulty, and outputting an emergency brake release instruction after detecting that the train control and management system is not faulty.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present disclosure claims priority to Chinese Patent Application No.201911199277.0, entitled “TRAIN, AND CONTROL METHOD, CONTROL APPARATUSAND VEHICLE ON-BOARD CONTROLLER THEREFOR” filed with the China NationalIntellectual Property Administration on Nov. 29, 2019. The entirecontent of the above-referenced application is incorporated byreference.

FIELD

The present disclosure relates to the field of communicationtechnologies, and in particular, to a control method for a train, acontrol apparatus for a train, a vehicle on-board controller (VOBC), anda train.

BACKGROUND

When a train is in a full automatic train operating mode (FAM), and acommunication fault occurs between a VOBC and a train control andmanagement system (TCMS), the train fails to meet full automatic trainoperating conditions. In this case, the VOBC needs to enter a creepautomatic train operating mode (CAM) under the confirmation of adispatcher of a center to control the train to arrive at the nearestplatform and wait for manual rescue.

However, the solution for the CAM of the train in the related art isdesigned based on idealized fault scenarios, and there is a lack ofsolutions for some abnormal scenarios. For example, if the TCMSmisreports a fault and causes the VOBC to misdiagnose, the VOBC stillcontrols the train to enter the CAM, which affects the travel ofpassengers.

SUMMARY

The present disclosure aims at resolving one of the technical problemsin the related art at least to some extent. In view of this, anobjective of the present disclosure is to provide a train and a controlmethod and control apparatus therefor, and a VOBC. In the method, aftera TCMS fault is detected, an emergency brake (EB) instruction isoutputted for control, to improve the capability of handling a TCMSfault, avoid misdiagnosis of the TCMS fault from affecting the travel ofpassengers, and provide a more reliable and efficient train operationsolution.

To achieve the foregoing objective, according to a first aspect, thepresent disclosure provides a control method for a train, including:outputting an emergency brake instruction after detecting that a traincontrol and management system is faulty; and outputting an emergencybrake release instruction after detecting that the train control andmanagement system is not faulty.

According to the control method for a train of the embodiments of thepresent disclosure, after it is detected that the TCMS is faulty, the EBinstruction is outputted, and after it is detected that the TCMSrecovers, the EB release instruction is outputted, thereby improving thecapability of handling a TCMS fault, avoiding misdiagnosis of the TCMSfault from affecting the travel of passengers, and providing a morereliable and efficient train operation solution.

According to a second aspect, the present disclosure provides a controlapparatus for a train, including: a first control module, configured tooutput an EB instruction after it is detected that a TCMS is faulty; anda second control module, configured to output an EB release instructionafter it is detected that the TCMS is not faulty.

In the control apparatus for a train of the embodiments of the presentdisclosure, after detecting that the TCMS is faulty, the first controlmodule is configured to output the EB instruction, and after it isdetected that the TCMS recovers, the second control module is configuredto output the EB release instruction, thereby improving the capabilityof handling a TCMS fault, avoiding misdiagnosis of the TCMS fault fromaffecting the travel of passengers, and providing a more reliable andefficient train operation solution.

According to a third aspect, the present disclosure provides a VOBC,including the control apparatus for a train described in the secondaspect of the embodiments of the present disclosure.

The VOBC of the embodiments of the present disclosure outputs, by usingthe control apparatus for a train, the EB instruction after detectingthat the TCMS is faulty, and outputs the EB release instruction afterdetecting that the TCMS recovers, thereby improving the capability ofthe VOBC in handling a TCMS fault, avoiding misdiagnosis of the TCMSfault from affecting the travel of passengers, and providing a morereliable and efficient train operation solution.

According to a fourth aspect, the present disclosure provides a train,including the VOBC described in the third aspect of the embodiments ofthe present disclosure.

The train of the embodiments of the present disclosure outputs, by usingthe VOBC, the EB instruction after detecting that the TCMS is faulty,and outputs the EB release instruction after detecting that the TCMSrecovers, thereby improving the capability of the VOBC in handling aTCMS fault, avoiding misdiagnosis of the TCMS fault from affecting thetravel of passengers, and providing a more reliable and efficient trainoperation solution.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and/or additional aspects and advantages of the presentdisclosure will become apparent and comprehensible in the description ofembodiments made with reference to the following accompanying drawings,where:

FIG. 1 is a flowchart of a control method for a train according to afirst embodiment of the present disclosure;

FIG. 2 is a flowchart of a control method for a train according to asecond embodiment of the present disclosure;

FIG. 3 is a flowchart of a control method for a train according to athird embodiment of the present disclosure; and

FIG. 4 is a schematic block diagram of a control apparatus for a trainaccording to an embodiment of the present disclosure.

DETAILED DESCRIPTION

The embodiments of the present disclosure are described below in detail.Examples of the embodiments are shown in the accompanying drawings, andsame or similar reference signs in all the accompanying drawingsindicate same or similar components or components having same or similarfunctions. The embodiments described below with reference to theaccompanying drawings are exemplary, and are intended to explain thepresent disclosure and cannot be construed as a limitation to thepresent disclosure.

A control method for a train, a control apparatus for a train, a VOBC,and a train provided in the embodiments of the present disclosure aredescribed below with reference to the accompanying drawings.

It should be noted that, the control method for a train provided in theembodiments of the present disclosure may be described from a VOBC side,that is, the control method for a train is performed by a VOBC. Inaddition, the control method for a train provided in the embodiments ofthe present disclosure is for a train that operates in a FAM.

FIG. 1 is a flowchart of a control method for a train according to afirst embodiment of the present disclosure. As shown in FIG. 1 , themethod includes the following steps:

S1. An EB instruction is outputted after it is detected that a TCMS isfaulty.

S2. An EB release instruction is outputted after it is detected that theTCMS is not faulty.

Further, the control method for a train further includes: parsing, at apreset period, message data sent by the TCMS; incrementing acommunication failure count by one if the parsing fails; determiningthat the TCMS is faulty if the communication failure count exceeds acommunication timeout threshold within a preset time; and determiningthat the TCMS is not faulty if the communication failure count does notexceed the communication timeout threshold within the preset time. Thecommunication timeout threshold and the preset time are preset accordingto actual conditions.

Specifically, in a FAM, the VOBC parses, at the preset period, themessage data sent by the TCMS. In case of a parsing fault, where thefailure of the parsing includes that a failure in receiving the messagedata, a data parsing failure, a cyclic redundancy check (CRC) error, andthe like, the communication failure count is incremented by one. Withinthe preset time, if the communication failure count exceeds thecommunication timeout threshold, it is determined that the TCMS isfaulty, and the communication failure count is cleared, and if thecommunication failure count does not exceed the communication timeoutthreshold, it is determined that the TCMS is not faulty, and thecommunication failure count is cleared. If it is detected that the TCMSis faulty, the VOBC issues an EB instruction, and controls a train to bedegraded to a full automatic train operating backup mode. Beforeentering a FAM, the VOBC keeps outputting the EB instruction to controlthe EB of the train and control the train to be degraded to the fullautomatic train operating backup mode. To avoid a case that the traincannot operate normally under normal conditions due to misdiagnosis,after controlling the EB of the train and controlling the train to bedegraded to the full automatic train operating backup mode, the VOBCcontinuously detects a state of the TCMS. If it is detected that theTCMS recovers from a faulty state to a normal state, a dispatcher of acenter can remotely issue the EB release instruction through the VOBC,or a driver can press a confirmation button on a control console toissue the EB release instruction through the VOBC, to release the EB ofthe train and control the train to be upgraded to the FAM, so as torecover the normal operation of the train as soon as possible and avoidaffecting the travel of passengers. Therefore, the method improves thecapability of handling a TCMS fault, avoids misdiagnosis of the TCMSfault from affecting the travel of passengers, and provides a morereliable and efficient train operation solution.

It should be noted that, in the present disclosure, the train, in thefull automatic train operating backup mode, still satisfies all fullautomatic train operating conditions except for the TCMS fault and areleasable EB. The VOBC can reenter the FAM after outputting the EBrelease instruction and the TCMS is recovered from the fault.

According to an embodiment of the present disclosure, as shown in FIG. 2, the control method for a train may further include the followingsteps.

S3. A request for entering a CAM is sent to an automatic trainsupervision system (ATS) after the EB instruction is outputted and whenit is detected that a train stops and is located outside a creepstopping window.

It may be understood that if the train operates in a train control modeof an automatic train operation system (ATO), that is, the trainoperates normally, and after the train enters a station, the ATOcontrols the train to stop at a first preset position and controls thetrain to automatically open and close train doors to facilitatepassengers getting on and off the train, the first preset position is anormal operation stopping window. If the entire train is within thefirst preset position after the train stops, the train is within thenormal operation stopping window, and if the train exceeds the firstpreset position, the train is located outside the normal operationstopping window.

If the train operates in the CAM, the train needs to stop at a secondpreset position after entering the station, and the second presetposition is the creep stopping window. In the CAM, because the ATO canonly output constant traction and braking forces through hard wires andcannot output specific levels, the train cannot accurately stop.Therefore, in the CAM, a stopping window of the train is larger than thenormal operation stopping window, that is, a range of the second presetposition is larger than a range of the first preset position. If theentire train is within the second preset position after the train stops,the train is within the creep stopping window, and if the train exceedsthe second preset position, the train is located outside the creepstopping window.

S4. After a CAM entering confirmation instruction sent by the ATS isreceived, the EB release instruction is outputted, and the train iscontrolled to enter the CAM.

According to an embodiment of the present disclosure, as shown in FIG. 2, after the sending a request for entering a CAM to an ATS, the controlmethod further includes the following steps.

S5. The EB release instruction is outputted if the CAM enteringconfirmation instruction sent by the ATS is not received, and it isdetected that the TCMS is not faulty.

Specifically, in the full automatic train operating backup mode, if theVOBC determines that the train stops and is located outside the creepstopping window, then a request for entering the CAM is sent to the ATS.After the ATS receives the request for entering the CAM sent by theVOBC, the dispatcher of the center workstation manually confirms whetherthe CAM is to be entered. If the dispatcher of the center workstationmanually confirms that the CAM is to be entered, the ATS sends a CAMentering confirmation instruction to the VOBC.

If the VOBC receives the CAM entering confirmation instruction issued bythe ATS, a CAM entering command is outputted through a traininput/output (I/O) harness, and the EB is set to be releasable. When theVOBC determines that the train stops, EB is releasable, and the trainI/O harness outputs the CAM entering command and inputs acquiredfeedback indicating that the train has entered the CAM, the EB releaseinstruction is outputted, to automatically release the EB, and the trainautomatically departs after entering the CAM from the full automatictrain operating backup mode.

If the VOBC does not receive a CAM entering confirmation instructionsent by the ATS, the outputting of the EB instruction and the fullautomatic train operating backup mode are kept. If the VOBC detects thatthe TCMS is recovered from the fault in a process of waiting for theconfirmation, the VOBC stops sending the request for entering the CAM tothe ATS, and manual operations can be performed to release the EB andre-upgrade to the FAM.

According to an embodiment of the present disclosure, as shown in FIG. 2, the control method for a train may further include the followingsteps.

S6. Prompt information requesting manual rescue is sent to the ATS afterthe EB instruction is outputted and when it is detected that a trainstops and is located within the creep stopping window.

Specifically, in the full automatic train operating backup mode, if theVOBC determines that the train stops and the train is within the creepstopping window, neither the EB is released, nor the request forentering the CAM is sent to the ATS. The VOBC may send the promptinformation requesting manual rescue to the ATS. The prompt informationmay be that “The train is already within the creep stopping window (theTCMS is faulty), and manual rescue is requested”, and rescue is carriedout as soon as possible to avoid the panic of passengers caused byuntimely rescue.

It should be noted that, in this embodiment of the present disclosure,when the VOBC detects, in the FAM, that the TCMS is faulty, the VOBCfollows a principle of falling to a safe side, and ensures, throughinteraction with the ATS and manual confirmation from the dispatcher ofthe center workstation, that the train can enter the CAM only underreal-time monitoring. The train remains at a communication-based traincontrol (CBTC) level in the CAM, and an ATO train control instruction ischanged from a TCMS message to a train I/O harness output. From aspecific point of view, the CAM may be understood as a FAM in whichaccurate stopping of the train cannot be ensured and manual rescue iswaited for after the train arrives and stops at a station.

In a specific implementation, if the dispatcher of the centerworkstation learns an actual situation on site through platform staffand monitoring devices, and considers, after comprehensive considerationwith reference to rout operating situations, that there is a safety riskin the application of the VOBC, in a current operation plan andoperating interval, for the train to enter the CAM and travel to thenearest platform, the train should wait for manual rescue in place.Therefore, after the ATS receives a request for entering a drive modesent by the VOBC, the dispatcher may operate to refuse the request. Ifthe dispatcher refuses the request, after the VOBC sends the request forentering the drive mode, the ATS does not issue a CAM enteringconfirmation instruction to the VOBC. If the VOBC does not receive a CAMentering confirmation instruction sent by the ATS, the outputting of theEB instruction and the full automatic train operating backup mode arekept. Therefore, a safer solution for entering the CAM is provided byfollowing the principle of falling to a safe side and setting stricterconditions for entering the CAM, thereby improving the safety andreliability of the train operation. According to an embodiment of thepresent disclosure, as shown in FIG. 3 , the control method for a trainmay further include the following steps.

S7. In the CAM, an automatic train protection system (ATP) is controlledto perform safety protection on the train, and an ATO is controlledunder three train control levels of creep traction, creep coasting, andcreep braking, to control the train to operate.

S8. An EB-unreleasable instruction is outputted, and the promptinformation requesting manual rescue is sent to the ATS when the trainoperates to a platform and stops within the creep stopping window.

As shown in FIG. 3 , after the EB-unreleasable instruction is outputted,the control method may further include the following step.

S9. A train door and a platform screen door on a corresponding side arecontrolled to be opened if the train stops within the normal operationstopping window.

Specifically, after the VOBC enters the CAM, the ATP implements a safetyprotection function, and the ATO controls start, acceleration, cruising,coasting, braking, and stopping of the train (where a speed limit in theCAM is consistent with a speed limit in a manual driving mode), so thatthe train can travel in the FAM to the nearest platform to stop and waitfor manual rescue. When the train operates normally, a normal traincontrol level refers to stepless speed change precise train control sentby the VOBC through the TCMS. However, after the train enters the CAM,because the stepless speed change precise train control cannot beimplemented due to the TCMS fault, the VOBC converts train controllevels of the ATO into three train control levels of creep traction,creep coasting, and creep braking, and outputs the train control levelsthrough three train I/O harnesses to the train for train control ratherthan using only a single traction command for train control, therebyimproving the safety and reliability of the VOBC for train control.

The VOBC controls the train to operate within a range in the CAM,triggers any releasable EB instruction that can be positioned, andoutputs the EB instruction while remaining in the CAM. The dispatcher ofthe center workstation can remotely release EB and allow the train tocontinue travelling to the nearest platform.

After the train operates to the nearest platform and stops at the creepstopping window, due to the TCMS fault, the ATO cannot output a steplessspeed change level in the drive mode to complete precise train control,the VOBC converts the train control level of the ATO into an instructionof a traction force and braking force with constant motor power, andoutputs the instruction through the train I/O harness for train control,which may cause the train to arrive at the station in the CAM and stopoutside the CAM stopping window after passing a mark. To prevent thetrain from automatically departing, due to the fault in stopping withinthe CAM stopping window, to operate to the next platform after a stopcountdown is over, the VOBC applies an EB-unreleasable instruction afterdetermining that a current platform is a destination platform of theCAM, sends manual rescue request information to the ATS, and sendsprompt information requesting manual rescue to the ATS. The promptinformation may be a prompt that “The train is already within the creepstopping window (the TCMS is faulty), and manual rescue is requested”.

After the train operates to the nearest platform and stops at the creepstopping window, and after the VOBC outputs the EB-unreleasableinstruction, if the VOBC determines that the train stops within an ATOstopping window (within the normal operation stopping window), the VOBCobtains information about a train door opening side according to anoperation direction and electronic map data, obtains a gate controlpolicy from ATO command information frames and the electronic map datasent by the ATS to the VOBC, and opens train doors by outputting doorallowance signals and door enable signals through the train I/O harness.In addition, when a positive or negative difference between an alignmentcenter line of a train door and an alignment center line of a platformscreen door is less than a set value, the VOBC sends a platform screendoor control instruction corresponding to a door opening side to acomputer interlocking (CI) device to drive the platform screen doors toopen, so as to complete linkage control of train-ground doors. Thepassengers are asked to get off the train and wait for manual rescue inplace, thereby reducing the impact of the TCMS fault on the travel ofpassengers.

Based on the above, according to the control method for a train of theembodiments of the present disclosure, after a TCMS fault is detected,an EB instruction is outputted, and after it is detected that the TCMSrecovers, an EB release instruction is outputted, thereby improving thecapability of a VOBC to handle the TCMS fault, and avoiding misdiagnosisof the TCMS fault from affecting the travel of passengers. In addition,a principle of falling to a safe side is followed. Stricter conditionsare set for determination. A more feasible solution for entering a CAMand controlling a train in the CAM to enter a station, stop, and waitfor manual rescue is provided, a safer, more reliable, and efficienttrain operation solution is provided. Corresponding to the controlmethod for a train, the present disclosure further provides a controlapparatus for a train. The control apparatus for a train provided in theembodiments of the present disclosure may be configured to implement thecontrol method for a train provided in the embodiments of the presentdisclosure. For details that are not disclosed in this apparatusembodiment of the present disclosure, reference may be made to themethod embodiments of the present disclosure, and to avoid redundancy,details are not described in the present disclosure.

FIG. 4 is a schematic block diagram of a control apparatus for a trainaccording to an embodiment of the present disclosure. As shown in FIG. 4, the control apparatus includes: a first control module 1 and a secondcontrol module 2.

The first control module 1 is configured to output an EB instructionafter it is detected that a TCMS is faulty. The second control module 2is configured to output an EB release instruction after it is detectedthat the TCMS is not faulty.

Specifically, if the first control module 1 detects that the TCMS isfaulty, the first control module 1 outputs the EB instruction andcontrol a train to be degraded to a full automatic train operatingbackup mode. Before a FAM is entered, the first control module 1 keepsoutputting the EB instruction and controls the train to be degraded tothe full automatic train operating backup mode. In this state, thesecond control module 2 continuously detects a state of the TCMS. If itis detected that the TCMS recovers from a faulty state to a normalstate, a dispatcher of a center can remotely issue the EB releaseinstruction through a VOBC, or a driver presses a confirmation button ona control console to issue the EB release instruction by using thesecond control module 2, to release the EB of the train and control thetrain to be upgraded to the FAM, thereby improving the capability ofhandling a TCMS fault, avoiding misdiagnosis of the TCMS fault fromaffecting the travel of passengers, and providing a safer, morereliable, and efficient train operation solution.

According to an embodiment of the present disclosure, the controlapparatus for a train further includes: a detection module, configuredto parse, at a preset period, message data sent by the TCMS, increment acommunication failure count by one if the parsing fails, determine thatthe TCMS is faulty if the communication failure count exceeds acommunication timeout threshold within a preset time, and determine thatthe TCMS is not faulty if the communication failure count does notexceed the communication timeout threshold within the preset time.

According to an embodiment of the present disclosure, the second controlmodule 2 is further configured to send a request for entering a CAM toan ATS after the EB instruction is outputted and when it is detectedthat a train stops and is located outside a creep stopping window; andoutput, after a CAM entering confirmation instruction sent by the ATS isreceived, the EB release instruction and control the train to enter theCAM.

According to an embodiment of the present disclosure, the second controlmodule 2 is further configured to output, after the request for enteringthe CAM is sent to the ATS, the EB release instruction if the CAMentering confirmation instruction sent by the ATS is not received and itis detected that the TCMS is not faulty.

According to an embodiment of the present disclosure, the second controlmodule 2 is further configured to send prompt information requestingmanual rescue to the ATS after the EB instruction is outputted and whenit is detected that the train stops and is located within the creepstopping window.

According to an embodiment of the present disclosure, the second controlmodule 2 is further configured to control, in the CAM, an ATP to performsafety protection on the train, and control, under three train controllevels of creep traction, creep coasting, and creep braking, an ATO tocontrol the train to operate; and output an EB-unreleasable instructionand send prompt information requesting manual rescue to the ATS when thetrain operates to a platform and stops within the creep stopping window.

According to an embodiment of the present disclosure, the second controlmodule 2 is further configured to control, after outputting theEB-unreleasable instruction, a train door and a platform screen door ona corresponding side to be opened if the train stops within a normaloperation stopping window.

Based on the above, according to the control apparatus for a train ofthe embodiments of the present disclosure, after it is detected that theTCMS is faulty, the first control module is configured to output the EBinstruction, and after it is detected that the TCMS recovers, the secondcontrol module is configured to output the EB release instruction,thereby improving the capability of handling a TCMS fault, avoidingmisdiagnosis of the TCMS fault from affecting the travel of passengers,and providing a more reliable and efficient train operation solution.

The embodiments of the present disclosure provide a VOBC, including thecontrol apparatus for a train described in the foregoing embodiments ofthe present disclosure.

The VOBC of the embodiments of the present disclosure outputs, by usingthe control apparatus for a train, the EB instruction after detectingthat the TCMS is faulty, and outputs the EB release instruction afterdetecting that the TCMS recovers, thereby improving the capability ofthe VOBC in handling a TCMS fault, avoiding misdiagnosis of the TCMSfault from affecting the travel of passengers and providing a safer,more reliable, and efficient train operation solution.

The embodiments of the present disclosure further provide a train,including the VOBC described in the foregoing embodiments of the presentdisclosure.

The train of the embodiments of the present disclosure outputs, by usingthe VOBC, the EB instruction after detecting that the TCMS is faulty,and outputs the EB release instruction after detecting that the TCMSrecovers, thereby improving the capability of the train in handling aTCMS fault, avoiding misdiagnosis of the TCMS fault from affecting thetravel of passengers, and providing a safer, more reliable, andefficient train operation solution.

In the description of this specification, the description of thereference terms such as “an embodiment”, “some embodiments”, “example”,“specific example”, or “some examples” means that the specific features,structures, materials or characteristics described with reference to theembodiment or example are included in at least one embodiment or exampleof the present disclosure. In this specification, schematicrepresentations of the above terms are not necessarily directed to thesame embodiments or examples. Moreover, the specific features,structures, materials, or characteristics described may be combined inany one or more embodiments or examples in a suitable manner. Inaddition, different embodiments or examples described in the presentspecification, as well as features of different embodiments or examples,may be integrated and combined by those skilled in the art withoutcontradicting each other.

In addition, terms “first” and “second” are used merely for the purposeof description, and shall not be construed as indicating or implyingrelative importance or implying a quantity of indicated technicalfeatures. Therefore, features defining “first” and “second” canexplicitly or implicitly include at least one of the features. Indescription of the present disclosure, “multiple” means at least two,such as two and three unless it is specifically defined otherwise.

Any process or method description in the flowchart or described in otherways herein can be understood as a module, segment or part of a codethat includes one or more executable instructions for implementingcustomized logic functions or steps of the process, and the scopes ofthe preferred embodiments of the present disclosure include additionalimplementations, which may not be in the order shown or discussed,including performing functions in a substantially simultaneous manner orin reverse order according to the functions involved. This should beunderstood by a person skilled in the art to which the embodiments ofthe present disclosure belong.

The logic and/or steps shown in the flowcharts or described in any othermanner herein, for example, a sequenced list that may be considered asexecutable instructions used for implementing logical functions, may bespecifically implemented in any computer readable medium to be used byan instruction execution system, apparatus, or device (for example, acomputer-based system, a system including a processor, or another systemthat can obtain an instruction from the instruction execution system,apparatus, or device and execute the instruction) or to be used bycombining such instruction execution systems, apparatuses, or devices.In the context of this specification, a “computer-readable medium” maybe any apparatus that can include, store, communicate, propagate, ortransmit the program for use by the instruction execution system,apparatus, or device or in combination with the instruction executionsystem, apparatus, or device. More specific examples (a non-exhaustivelist) of the computer-readable medium include the following: anelectrical connection (electronic device) having one or more wires, aportable computer diskette (magnetic apparatus), a random access memory(RAM), a read-only memory (ROM), an erasable programmable read-onlymemory (EPROM or flash memory), an optical fiber apparatus, and aportable compact disk read-only memory (CDROM). In addition, thecomputer-readable medium can even be paper or other suitable media onwhich the program can be printed, because the program can be obtainedelectronically by, for example, optically scanning paper or other media,then editing, interpreting, or processing in other suitable ways ifnecessary, and then storing it in a computer memory.

It should be understood that, parts of the present disclosure can beimplemented by using hardware, software, firmware, or a combinationthereof. In the foregoing implementations, multiple steps or methods maybe implemented by using software or firmware that are stored in a memoryand are executed by a proper instruction execution system. For example,if being implemented by hardware, like another implementation, themultiple steps or methods may be implemented by any one of followingcommon technologies in the art or a combination thereof: a discretelogic circuit of a logic gate circuit for realizing a logic function fora data signal, an application-specific integrated circuit having asuitable combined logic gate circuit, a programmable gate array (PGA),and a field programmable gate array (FPGA).

A person of ordinary skill in the art may understand that all or some ofthe steps of the methods in the foregoing embodiments may be implementedby a program instructing relevant hardware. The program may be stored ina computer-readable storage medium. When the program is executed, one ora combination of the steps of the method embodiments are performed.

In addition, the functional modules in the embodiments of the presentdisclosure may be integrated into one processing module, or each of theunits may exist alone physically, or two or more units may be integratedinto one module. The integrated module may be implemented in a hardwareform, or may be implemented in a form of a software functional module.If implemented in the form of software functional modules and sold orused as an independent product, the integrated module may also be storedin a computer-readable storage medium.

The storage medium mentioned above may be a read-only memory, a magneticdisk, an optical disc, or the like. While the embodiments of the presentdisclosure have been shown and described above, it may be understoodthat the foregoing embodiments are illustrative and not to be construedas limiting the present disclosure, and changes, modifications,substitutions, and variations of the foregoing embodiments may occur toa person of ordinary skill in the art within the scope of the presentdisclosure.

While the embodiments of the present disclosure have been shown anddescribed above, it may be understood that the foregoing embodiments areillustrative and not to be construed as limiting the present disclosure,and changes, modifications, substitutions, and variations of theforegoing embodiments may occur to a person of ordinary skill in the artwithin the scope of the present disclosure.

1. A control method for a train, comprising: outputting an emergencybrake instruction after detecting that a train control and managementsystem is faulty; and outputting an emergency brake release instructionafter detecting that the train control and management system is notfaulty.
 2. The control method according to claim 1, further comprising:parsing, at a preset period, message data sent by the train control andmanagement system; incrementing a communication failure count by one ifthe parsing fails; determining that the train control and managementsystem is faulty if the communication failure count exceeds acommunication timeout threshold within a preset time; and determiningthat the train control and management system is not faulty if thecommunication failure count does not exceed the communication timeoutthreshold within the preset time.
 3. The control method according toclaim 1, further comprising: sending a request for entering a creepautomatic train operating mode (CAM) to an automatic train supervisionsystem after outputting the emergency brake instruction and detectingthat the train stops and is located outside a creep stopping window; andoutputting, after receiving a CAM entering confirmation instruction sentby the automatic train supervision system, the emergency brake releaseinstruction and controlling the train to enter the CAM.
 4. The controlmethod according to claim 3, wherein after the sending a request forentering a CAM to an automatic train supervision system, the methodfurther comprises: outputting the emergency brake release instruction ifthe CAM entering confirmation instruction sent by the automatic trainsupervision system is not received and it is detected that the traincontrol and management system recovers.
 5. The control method accordingto claim 1, further comprising: sending prompt information requestingmanual rescue to an automatic train supervision system after outputtingthe emergency brake instruction and detecting that a train stops and islocated within a creep stopping window.
 6. The control method accordingto claim 3, further comprising: controlling, in the CAM, an automatictrain protection system to perform safety protection on the train, andcontrolling, under three train control levels of creep traction, creepcoasting, and creep braking, an automatic train operation system tocontrol the train to operate; and outputting an emergencybrake-unreleasable instruction and sending prompt information requestingmanual rescue to the automatic train supervision system when the trainoperates to a platform and stops within the creep stopping window. 7.The control method according to claim 6, wherein after the outputting anemergency brake-unreleasable instruction, the method further comprises:controlling a train door and a platform screen door on a correspondingside to be opened if the train stops within a normal operation stoppingwindow.
 8. A control apparatus for a train, comprising: a first controlmodule, configured to output an emergency brake instruction afterdetecting that a train control and management system is faulty; and asecond control module, configured to output an emergency brake releaseinstruction after detecting that the train control and management systemis not faulty.
 9. The control apparatus according to claim 8, furthercomprising: a detection module, configured to parse, at a preset period,message data sent by the train control and management system, incrementa communication failure count by one if the parsing fails, determinethat the train control and management system is faulty if thecommunication failure count exceeds a communication timeout thresholdwithin a preset time, and determine that the train control andmanagement system is not faulty if the communication failure count doesnot exceed the communication timeout threshold within the preset time.10. The control apparatus according to claim 8, wherein the secondcontrol module is further configured to: send a request for entering acreep automatic train operating mode (CAM) to an automatic trainsupervision system after the emergency brake instruction is outputtedand when it is detected that a train stops and is located outside acreep stopping window; and output, after receiving a CAM enteringconfirmation instruction sent by the automatic train supervision system,the emergency brake release instruction and control the train to enterthe CAM.
 11. The control apparatus according to claim 10, wherein thesecond control module is further configured to: output, after therequest for entering the CAM is sent to the automatic train supervisionsystem, the emergency brake release instruction if the CAM enteringconfirmation instruction sent by the automatic train supervision systemis not received and it is detected that the train control and managementsystem is not faulty.
 12. The control apparatus according to claim 8,wherein the second control module is further configured to: send promptinformation requesting manual rescue to an automatic train supervisionsystem after the emergency brake instruction is outputted and when it isdetected that a train stops and is located within a creep stoppingwindow.
 13. The control apparatus according to claim 10, wherein thesecond control module is further configured to: control, in the CAM, anautomatic train protection system to perform safety protection on thetrain, and control, under three train control levels of creep traction,creep coasting, and creep braking, an automatic train operation systemto control the train to operate; and output an emergencybrake-unreleasable instruction and send prompt information requestingmanual rescue to the automatic train supervision system when the trainoperates to a platform and stops within the creep stopping window. 14.The control apparatus according to claim 13, wherein the second controlmodule is further configured to: control, after the emergencybrake-unreleasable instruction is outputted, a train door and a platformscreen door on a corresponding side to be opened if the train stopswithin a normal operation stopping window.
 15. A vehicle on-boardcontroller, comprising 1 control apparatus for a train, the controlapparatus for the train comprises: a first control module, configured tooutput an emergency brake instruction after detecting that a traincontrol and management system is faulty; and a second control module,configured to output an emergency brake release instruction afterdetecting that the train control and management system is not faulty.16. A train, comprising a train control and management system and thevehicle on-board controller according to claim 15.